international civil aviation organization blocks 2 & 3 overview samuli vuokila air navigation...
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International Civil Aviation Organization
Blocks 2 & 3 Overview
Samuli VuokilaAir Navigation Commissioner
International Civil Aviation Organization
2Preparatory Workshop for AN-Conf/12
Blocks 2 and 3
Optimum Capacity and
Flexible Flights
Optimum Capacity and
Flexible Flights
Globally Interoperable
Systems and Data
Globally Interoperable
Systems and Data
Efficient Flight Path
Efficient Flight Path
Airport Operations
Airport Operations
Performance Improvement
Areas
Block 0(2013)
Block 1(2018)
Block 2(2023)
Block 3(2028 & >)
• 4 Main Performance improvement areas– Airport operations– Globally interoperable systems & data– Optimum capacity & flexible flights– Efficient flight path
• … increasingly interrelated as ATM is closer to optimum functioning
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Longer-term Objective: High Performance
Block Maturity Lifecycle
SIMPLIFIEDLIFECYCLE
IOC Initial Operational Capability
-
Feasibility
Operations
Deployment
Industrialisation
Decommissioning
V3
V2
V6
V5
V4
V7
V1
V0
V3
V2
V6
V5
V4
V7
V1
R&D
Implementation
Operations
B0
B3
B2B1
Concept Definition
Identification of Needs
B2: from 2023
B3: from 2028 & beyond
B2: from 2023
B3: from 2028 & beyond
Standardisation activities
2023
2028+
Pre-Industrial Development and Integration
Decision
Decision
Decision
Decision
Planning Decisionsbased on business case and validation results
as developed during the previous phase
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3 Essential Considerations in the Global ATM Operational Concept
Network PerformanceTrajectory
Informed decisions taken collaboratively on early and accurate information
Partnership – Interoperability
SWIM and data comm. are cornerstones
The network of actors & assets
The flight trajectory over time
Measured business performance
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International Technical Challenges
• To ensure interoperability, in particular– Common time reference – New flight plan / flight object (FF-ICE)– 4D Trajectory exchange format – Information Management (data models, quality of service requirements,
sharing rules, distribution process) – D/L applications for trajectory data exchange – Procedures for delegation ATC/Pilots– Time based separations– New wake vortex separations based on time – Participation of all airspace users
Will require new ICAO material and industry standardsWill require new ICAO material and industry standards
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Global Perspective
Global traffic development spreads the same issues globally-> We need global standards/interoperability, and not wait too long for that -> Too many intermediate steps/standards make evolution more difficult
Cooperation early in life cycle is more efficient-> Among programmes, within/across regions, with ICAO-> On requirements, R&D activities
Deployment where and when needed, but based on common principles/rules/data & interoperable technologies-> One size does not fit all-> B2/3 implementation decisions not required now!
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CTA
B2-75 - Optimised surface routing and
safety benefits
B2-75 - Optimised surface routing and
safety benefits
B2-15 – Linked AMAN/DMAN
B2-15 – Linked AMAN/DMAN
B2-70 – Advanced Wake Turbulence Separation
B2-70 – Advanced Wake Turbulence Separation
B2-31 – Enabling airborne participation in collaborative
ATM through SWIM
B2-31 – Enabling airborne participation in collaborative
ATM through SWIM
ToD
B2-25 – Improved coordination through multi-
centre ground-ground integration (FF-ICE/1 & flight
object, SWIM)
B2-25 – Improved coordination through multi-
centre ground-ground integration (FF-ICE/1 & flight
object, SWIM)
ToCB2-101 – New Collision
Avoidance systemB2-101 – New Collision
Avoidance system
Block 2 in Perspective
B2-90 – RPA integration in traffic
B2-90 – RPA integration in traffic
B2-35 – Increased user involvement in the dynamic
utilisation of the network
B2-35 – Increased user involvement in the dynamic
utilisation of the network
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Airport OperationsAirport Operations
Optimum Capacity and Flexible Flights
Optimum Capacity and Flexible Flights
Efficient Flight PathEfficient Flight Path
Globally Interoperable Systems and Data
Globally Interoperable Systems and Data
Performance Improvement Areas
B2-05 – Optimized Arrivals in Dense
Airspace
B2-05 – Optimized Arrivals in Dense
Airspace
B2-85 – Airborne
Separation
B2-85 – Airborne
Separation
CTA
ToDToC
From Block 2 to Block 3
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B2-75 - Optimised surface routing and
safety benefits
B2-75 - Optimised surface routing and
safety benefits
B2-15 – Linked AMAN/DMAN
B2-15 – Linked AMAN/DMAN
B2-70 – Advanced Wake Turbulence Separation
B2-70 – Advanced Wake Turbulence Separation
B2-31 – Enabling airborne participation in collaborative
ATM through SWIM
B2-31 – Enabling airborne participation in collaborative
ATM through SWIM
B2-25 – Improved coordination through multi-centre ground-
ground integration (FF-ICE/1 & flight object, SWIM)
B2-25 – Improved coordination through multi-centre ground-
ground integration (FF-ICE/1 & flight object, SWIM)
B2-101 – New Collision Avoidance system
B2-101 – New Collision Avoidance system
B2-90 – RPA integration in traffic
B2-90 – RPA integration in traffic
B2-35 – Increased user involvement in the dynamic
utilisation of the network
B2-35 – Increased user involvement in the dynamic
utilisation of the network
B3-15 – Integration of AMAN/DMAN/SMAN
B3-15 – Integration of AMAN/DMAN/SMAN
B3-05 – Full 4D Trajectory-based
Operations
B3-05 – Full 4D Trajectory-based
Operations
B3-25 – Improved Operational Performance through the introduction of Full FF-ICE
B3-25 – Improved Operational Performance through the introduction of Full FF-ICE
B3-90 – RPA Transparent Management
B3-90 – RPA Transparent Management
B3-85 – Self Separation
B3-85 – Self Separation
B3-105 – Enhanced operational decisions through integrated meteorological information
(near-term and immediate service)
B3-105 – Enhanced operational decisions through integrated meteorological information
(near-term and immediate service)
B3-10 – Traffic Complexity
Management
B3-10 – Traffic Complexity
Management
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Airport OperationsAirport Operations
Optimum Capacity and Flexible Flights
Optimum Capacity and Flexible Flights
Efficient Flight PathEfficient Flight Path
Globally Interoperable Systems and Data
Globally Interoperable Systems and Data
Performance Improvement Areas
B2-85 – Airborne
Separation
B2-85 – Airborne
Separation
B2-05 – Optimized Arrivals in Dense
Airspace
B2-05 – Optimized Arrivals in Dense
AirspaceB3-15 – Integration of AMAN/DMAN/SMAN
B3-15 – Integration of AMAN/DMAN/SMAN
CTAB3-15 – Integration of AMAN/DMAN/SMAN
B3-15 – Integration of AMAN/DMAN/SMAN
ToD
B3-25 – Improved Operational Performance through the introduction of Full FF-ICE
B3-25 – Improved Operational Performance through the introduction of Full FF-ICE
B3-05 – Full 4D Trajectory-based
Operations
B3-05 – Full 4D Trajectory-based
OperationsToC
B3-90 – RPA Transparent Management
B3-90 – RPA Transparent Management
Block 3 in Perspective
B3-85 – Self Separation
B3-85 – Self Separation
B3-105 – Enhanced operational decisions through integrated meteorological information
(near-term and immediate service)
B3-105 – Enhanced operational decisions through integrated meteorological information
(near-term and immediate service)
B3-10 – Traffic Complexity
Management
B3-10 – Traffic Complexity
Management
B3-15 – Integration of AMAN/DMAN/SMAN
B3-15 – Integration of AMAN/DMAN/SMAN
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Airport OperationsAirport Operations
Optimum Capacity and Flexible Flights
Optimum Capacity and Flexible Flights
Efficient Flight PathEfficient Flight Path
Globally Interoperable Systems and Data
Globally Interoperable Systems and Data
Performance Improvement Areas
B2-31 – Enabling airborne participation in collaborative ATM through SWIMB2-31 – Enabling airborne participation in collaborative ATM through SWIM
B1-31 (SWIM)B1-31
(SWIM)
B2-31B2-31
B3-25 (Full FF-ICE)
B3-25 (Full FF-ICE)
B3-105 (tactical weather)
B3-105 (tactical weather)
B3-5 (Full 4D TOps)
B3-5 (Full 4D TOps)
B1-30 (Digital information)
B1-30 (Digital information)
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B2-35 – Increased user involvement in the dynamic utilisation of the networkB2-35 – Increased user involvement in the dynamic utilisation of the network
B1-30B1-30B1-35 (Network
Ops Plan)B1-35 (Network
Ops Plan) B2-35B2-35
B3-25B3-25
B2-25(FF-ICE/1)
B2-25(FF-ICE/1)
B3-10 (complexity managemt)
B3-10 (complexity managemt)
B3-25 (Full FF-ICE)
B3-25 (Full FF-ICE)
B1-30 (Digital information)
B1-30 (Digital information)
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B3-05 – Full 4D Trajectory-based OperationsB3-05 – Full 4D Trajectory-based Operations
B2-35 (Network Ops Plan)
B2-35 (Network Ops Plan)
B3-5B3-5
B2-25(FF-ICE/1)
B2-25(FF-ICE/1)
B3-10 (complexity
management)
B3-10 (complexity
management)
B3-25 (Full FF-ICE)
B3-25 (Full FF-ICE)
B2-31 (Airborne SWIM)
B2-31 (Airborne SWIM)
B1-5 (Improved Descent Profiles )B1-5 (Improved
Descent Profiles )
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B2-90 – RPA integration in trafficB2-90 – RPA integration in traffic
B1-90 (Initial RPA integration)
B1-90 (Initial RPA integration) B2-90B2-90
B2-100 (New CAS)B2-100 (New CAS)
B3-90B3-90
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B3-90 – RPA transparent managementB3-90 – RPA transparent management
B1-90 (Initial RPA integration)
B1-90 (Initial RPA integration) B2-90B2-90
B2-100 (New CAS)B2-100 (New CAS)
B3-90B3-90
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Challenges - How to Get There?
• Technical evolution towards Global ATM Concept– Multi-facility (ATC, aircraft, airport) consistency– Network-wide effects increase interdependence & sensitivity of solutions
to local situations & perturbations• Increased cooperation within regions to optimise synchronised
deployments• Inter-regional flights & cooperation as cement• Particular care to non-nominal situations upstream in the work
– Need for interoperability / new standards
• Validate, demonstrate, standardise
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Challenges - How to Get There?
• Ensure timely success of B0 & B1– As success story of an unprecedented global effort– As preparatory/initial steps
(not requiring implementation of all modules)– To ensure availability of resources
• Agree on the way ahead and research programme– No implementation decision now!
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